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AUTOMATIC CAR BRAKE. No. 359,874. Patented Mar. 22. 1887.

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AUTOMATIC GARBRAKE.

No. 359,874. Patented Mar. 22, 1887.

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AUTOMATIC GAR BRAKE.

No. 359,874. Patented Mar. 22,1887.

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V UNITED STATES PATENT OFFICE.

ROBERT E. LINHAM, OF MANSFIELD, OHIO, AND ROBERT M. AGNEW', OF LANCASTER, PENNSYLVANIA, ASSIGNORS TO THE ROTE AUTOMATIC BRAKE COMPANY, OF MANSFIELD, OHIO.

.AUTOMATIC-CAR-BRAKE.

SPECIPIQATION forming part Of Letters Patent NO. 359,874, dated March 22, 18537.

Application filcdFebruary 5, 1887. Serial No. 226,860. (No model.) i

To all whom it may concern.-

Be-itknown that we, ROBERT E. LINHAM, of Mansfield, Richland county, Ohio, and ROBERT M. AGNEW, of Lancaster, county of Lancaster,

and State of Pennsylvania, have invented a new and useful Improvement in Automatic Car Brakes, of which the following is a full, clear, and exact description, reference being had to the accompanying drawings, making part of this specification.

Our invention relates to that class of automatic car-brakes in which the brake-shoes are applied to and released from the truck-wheels in consequence of inward and outward move- 1 ments of the draw-bars or buffers, such move ments being rendered either effective or nonelfective by the action of a centrifugal governor mounted upon one of the truck-axles The objects of our invention are, first, to

avoid all possibility of faulty engagement between the draw-bar or buffer and the brake lever; secondly, to avoid the difficulty of raising and lowering the push-bar, owing to the limited amount of space available for such pur- 2 5 pose; and, thirdly, to insure the steady pressure of the brakes as long as required and to generally improve and simplify the construction of this class of brakes.

To the above purposes our invention 0011- sists, first, inan automatic car-brake having a push-bar secured to the draw-bar or buffer and a swinging and pivoted brake lever adapted to .beraised and lowered into and out of engagement with the said push bar by 5 means of the centrifugal governor upon the truck-axle.

Our invention further consists in the combination, with the brake or power lever H, of

a pivoted locking arm or bar for grasping said bar or lever when the latter has been vibrated to apply the full pressure of the brakes, and

holding the same until released by the action of the governor or by pulling on the draw-bar.

Our invention further consists in the com- 5 bination of the push-bar rigidly connected to the draw-bar or buffer, the swinging and pivoted brake-lever, and movable stops located upon the push-bar and arranged to engage the brake-lever,so as to apply or release the brakeshoes; and our invention consists, finally,'in

bers of the platform-frame, and B designates 6 .the usual manner.

tures 01.

certain peculiar and novel features of general construction and arrangement, hereinafter described and claimed.

In order that our invention may be fully with reference to the accompanying drawings,

in which Figure I is a vertical longitudinal section of one end ofa car and a part of its running-gear with ourirnprovements applied thereto. Fig. to II is a plan view of the same. Figs. III, IV,

V, VI, VII, and VIII illustrate portions of the mechanism in detached condition. In the said drawings, A designates the timone of the truckaxles.

C designates the draw-bar or buffer, which is arranged to move longitudinally beneath the platform and against the buffer-springc, in

To the rear end of the 0 draw-bar or buffer C is rigidly bolted a pushbar, D, which extends horizontally inward toward the middle of the car. and has onlya longitudinal movement, similar to that of and received from the draw-bar or buffer. This push-bar is provided with a number of pins or stops, E, which work in corresponding recesses or apertures, cl, in said bar.

In Fig. VI the bar is shown as having two pins working vertically in two recesses, d, and having enlarged heads e, to prevent thc'pins from dropping out of the apertures.

In Fig. V two V-shapcd dogs, E, pivoted ate in the apertures d, are employed in lieu of the sliding pins E, and the downward movements of said dogs are limited by stops 6 at their free ends, which come into contact with the upper side of the bar D, so as to prevent the dogs from dropping through the aper- 0 In Fig. VII the push-bar D is shown as provided with three pins, E E E*, which work in a corresponding number of apertures d in said bar. The outer pin, E and the inner pin, E, are similar in form to each other and 5 to the pins shown in Fig. VI; but the middle pin, E is smaller than the outer pin, E and its head c overlies the head e of said outer pin, so that the latter can never be raised without carrying the middle pin upward with :00

it. By this arrangement the brake-lever, hereinafter described, can never get in wrong ad- "justment or improper relation to either of the stop-pins or the slack-pin.

In order to maintain the pressure until the brakes are released by the governor or .by a pull upon the draw-bar, a bar, 1?, is pivoted at one end upon the timbers of the car, as shown at p, and the opposite end of this bar rests in a suitable loop or stirrup, Q, which is formed upon or suitably secured to the thrustbar D. This bar P is provided at p with a hook or projection, extending downward from the under side ot'the bar, and said hook is so placed as to grasp the inner end of the lever D and hold the same when full pressure is applied to said lever from the draw-bar, so as to hold the brakes steadily applied until the governor acts to release the lever D or till the draw-bar is drawn outward.

Beneath one of the longitudinal frame-tin bers A is bolted a plate, F, having socket-lugs or earsfto receive a pivot bolt or pin,f, as best shown in Fig III. This pin also extends through lugs g on a plate, G, so as to connect the plates F and G together pivotally and allow the latter to vibrate in a vertical plane. Beneath this plate G is pivoted by a bolt, 72, the brake-lever H, which extends at'its inner end across the path of the push-bar D and beneath the same, as shown. The outer end of this brake-lever extends somewhat beyond an arm or extension, 9, of the plate G, and earries a pivoted take-up lever, I, the outer end of which is formed with a series of holes, i, to receive a c1evis,j, which is connected to the outer endof the brake-chain J. The outer portion of the brake lever H works within a I ernor-connections.

square open loop or guide, K, which is bolted to and also embraces the army of the plate G, so as to maintain said parts in proper operative relation. A curved spring, 7c, is secured at one end to one end of the guide K, and presses at its opposite end against the brakelever H, so as to keep the brake-lever H in its normal position and to bring it back to its normal position after it has been moved forward.

L designates a sliding weight, which is mounted upon the outer end of the lever H, and which serves to insure the proper action of the latter under the operation of the gov- Upon one of the trucktimbers is secured a bracket, m, and upon this bracket is pivoted one end of the governorlever M, which extends outwardly beneath the truck-axle B, as shown, and the outer end of which is connected by spring-chain or other connection, m, with the inner portion of the brake-lever H. The connection at between the governor-lever M and the brake-lever H may be either of the form shown in Fig. I, or of other flexible form, or said connection may be an iron bar or other inflexible connection, the difference being that with a flexible connection the brake will be held applied to a standstill, while with an inflexible connection the brakes will be released just before the train comes to a stand-still. The inner extremity of the lever M lies between two stops, m, which limit the upward and downward movements of the lever. Upon its upper side, and directly beneath the axle B, the lever M carries a shoe, N, which is acted upon by the arms 0 of the governor O as the axle revolves.

From the preceding description it will be seen that as the train or car is drawn along by the locomotive the revolution of the truckaxle at speed will throw out the weighted arms of the governor,thereby retracting the sliding arms, which act on the shoe m, and allowing the governor-lever M to rise, so that the inner end of the brakelever will engage the push-bar, and thus be made to act upon the brakes. \Vhen the speed of the car or train is sufficiently reduced, the sliding governorarms are thrown out or expanded, so as to force down the inner end of the brake-lever and carry it out of operative relation with the push-bar, and a continued thrust upon the draw-bar or buifer does not act upon the brakes.

This mechanism may be made to operate to hold the brakes in applied condition till the car or train has come nearly or quite to a stand-still, such result being attained by the flexible connection m, before referred to. Subsequent movement in either direction will throw off the brakes.

Having thus described our invention, what we claim as new, and desire to secure by Letters Patent, is

1. In an automatic car-brake, the combination, with a stop-lever suitably connected to the draw-bar or buffer and carrying movable stops, of a pivoted and vertically-adjustable brake-lever connected to the brake-chain and suitable connections between said lever and a centrifugal governor upon the axle, whereby the inner end of the brake-lever is depressed IlG out of contact "with the stop-lever, substanadjustable brake-lever, substantially as set forth.

3. The combination, with the push-bar connected rigidly to the draw-bar or buffer and the movable stops thereon, of the weighted brake-lever pivoted upon the car-frame in such manner as to rise and fall vertically,and also to swing horizontally, and connected with the brake-chain and governor-lever, substantially as described.

4. The combination,with the plate F, having the lugs or ears f, and the plate G, having lugs or ears g, of the pivot-bolt f, connecting said plates, the brake-lever H, connected pivotally to said plate G, and connections from the brakelever to the brake-chain and axle-governor, substantially as set forth.

5., The combination,with the plates F G and the lever H, connected pivotally to the plate G, of the take-up lever I, connected to the brake-chain, the governor-lever M, connected to the brake-lever and carrying the shoe N, the bracket m, with its stops at, and the governor 0 upon the truck-axle, substantially as specified. i 6. The combination,with the push-bar D,of the sliding pins E E E, constructed and arranged to operate relatively to each other and to the pivoted brake-lever, substantially as described. 7. The combination of apivoted and swinging lever connected to the brake-chain and a 15 sliding draw -bar carrying a stop -lever arranged to be engaged by said pivoted swing ing lever, substantially as set forth.

8. The combination,withapivotedswinging lever arranged to engage a sliding draw-bar a pivoted governorarm and a flexible or insubstantially as and for the purpose described.

9. The combination,with a push-barorstoplever suitably connected to the draw-bar, of the movable stop-pins E E, arranged and operating in connection with a swinging and horizonand suitably connected to the brake-chain, of

flexible connection between said arm and lever,

in combination with a hooked bar pivoted I upon the car-timbers and arranged to hold said lever during braking pressure, substantially as described.

In testimony whereof we have hereunto set our hands this 9th day of September, A. D. 1886.

ROBERT E. LINHAM. ROBERT M. AGNEVV. 

